Ventilating and cooling apparatus



y as comfort `can require.

JOB R. BARRY, PHILADELPHIA, PENNSYLVANIA.

FICE.

` VENTILATING AND COOLING APPARATUS.

To olli/whom# may' concern 'Be itknovvn that I, Jon R. BARRY, of the city of Philadelphia and State of Pennsyl- Vania, have invented a new'and useful machine'for etfectually Ventilating and cooling railroad oars, omnibuses, stages, and other closed vehicles, and for Ventilating and cooling public and private buildings, in Whole or in part, steamboats, steamships, and sailin vessels, called Barrys Ventilating a cooling apparatus and I do hereby de- Clare thatthe following is a full, exact, and clear description of the construction and operation ,of the same, reference being had to the annexed drawings, making a part of this specication, inwhich- Figure l is a side view; Fig. 2, a longitudinal section; Fig. 3, a top view With covers removed; Fig. ,4, an end view; and Fig.'5 a view of a ear, partly in section, With the `machine annexed beneath, and showing the air passages.

The same letters areused for the same parts in the different igures.

A in Figs. l, 2, 3, 4t and 5 is a tan driven by a beltfrom the pulley O, on the intermediate shaft g, which is driven by a belt from the pulley o, on the axle of the car, as in Fig. 5. V

This fan I propose to make sufficiently large and drive With a. velocit-y When attached to a rail road car, that it will supply 2500 cubic ft. of air per minute when the car is going atthe rate ot' 2O miles per hour and as this amount is .about equal to the capacity of the car, it is evident that with such a volume const-antly coming into the car there will of necessity be a pressure outward through all of the openings and cracks in the car as Well as out through the ordinary ventilators in the top which must effectually, vent-ilate 'the car and prevent the entrance of dust smoke and sparks. And as the air enters the car at a temperature of about 50J it is also evident that its temperature may be reduced t-o as loW degree B and C, in Figs. 2 and 3, are refrigerat-y ing Wheels made of coa-rse Wire gauze, cloth, or other open work, which are made to revolve by belts traversing from the pulley a, on the intermediate shaft g, (see Figs. 3 and 4( to the loose pulleys, and from s to t, and from c tob. These .Wheels or revolving open Work 'may be made in a variety of forms and of different material, the ob3ect contemplated being to expose as large lan amountof cold Wet surfaces as is practicable, for the air to come in contact with, WithoutI :materially obstlncting the .current or otfering too much resistance in passing through :the water. I propose to`use two or more lsuch refrigerating Wheels each' one revolv- 1lng in a separate reservoir of Water, and so arranged as shown in Fig. 2 that the Wheel vnext to the tan revolves in the shallowest =Water and the Wheel next the ice box in the deepest. The objects contemplated and secured by this arrangement are the eec r tual Warming of the Wat-er to very near the temperature of the inflowing air, beforel the Water is allowed to escape' at m see Fig. 2

and the cooling of theair to very near the temperature of the Water in which the Wheel next the ice bo-x revolves.

I do not. wish to restrict myselt1 to the' use of this particular mode of cooling the air, but use as circumstances may Warrant anyother mode that will as'etliect-ually cool the air and Warm the Water.

D, in Figs. l, 2 and 3, is the ice box, containing shelves for ice, so arranged With coarse Wire gauze betw'een the ice box and l Wheel reservoir as to prevent the ice falling into the Wheel reservoir.

g, and 1 are passages for the air through the ice box, l

IE, in Figs. 1, 2, 3, 4 and 5, is the air flue. F and G, in Fig. 5, are air passages, and although shown as conveying the air toward the end of the car they may be reversed and serve as thereturn flue to convey back the air that does not escape at the is at least 10 times as great as is actually' needed for ventilation alone it is evident that if 1/10 of the volume or 250 cu. ft. of air be driven out of the car per minute, there `will be 9/10 ot' the volume or 2250 cubic ft. of air circulated every minute through the lower portion of the car from the discharge registers in the middle to the return registers at the end or vice versa.

The advantagesof the return iues are that while there is :x sufficient amo-unt of air escaping at the ,ventilator and cracks of windows &c, for healthful ventilation, there is 10 timesthat amount circulated through the car for the purpose of lowering the temperature. y

H, in Figs. l, v3 and 5, is a frame sustaining the machine, and suspended from the -car by the .hangers K, K, as in Fig. 4, being the bottom of a box inclosing the .whole apparatus.

O is an adjustable' slide door in the end of said box.

I, in Fig. 2, is a partition between the wheels' B and C designed to prevent the circulation from M to N of the water so lthat any dust that may accumulate is washed off and flows out as muddy water at m or settles and is collected and drawn off at proper intervals at L. A

J, in Fig. 2, is a perforated partition, admitting of a free circulation of the water form' the ice box D to the wheel box N, but preventing the ice from coming in contact with the wheel C. l

n, in Figs. 2, 3, 4 and 5, is-a pulley driven by a belt from the axle of car, as in Fig. 5.l

d, in Figs. 2 and 3, are recesses, all around the wheel boxes B and C and the ice box D, for the lids vto it into, forming, when filled with water, an air tight joint.

y, y, in Figsnl, 2 and '4, are the lids,I or

covers. y

p, in Figs. 1 and. 3, is a pulley on fan shaft. i

e, in Fig. 2, is a tin deflector.

I u, in Fig. 5, is a belt tightener.

w, is a return register y'communicating with the box inclosing the whole apparatus.

w, in Fig. 5, are the registers admitting the air to the car.

Z, Z, in Fig. 5, are openings in the tops of cars for vitiated air to escape.

The operation of the appartus, when used for Ventilating and cooling rail road cars, is as follows. The windows of the car being closed, and the cars put in motion, the fan A is made to revolve as before shown, and

is supplied withV air by means of the ad# justable slide door O (see Figf) and the return air from register fw, and the air is then driven in the direction of the arrows through the wheels B and C, (see Fig. 2),

thus coming in contact `with a large amount .of wet and cold surfaces on the wheels, re-

ducing the temperature of the air to nearlyy that of the water in which the wheel C re` volve's.

The wheels are made to revolve as` close as practicable to the covers y, y with their lower'parts in water to the depth of one .'fourth, or one fifth, of their diameters.

The top of the discharge pipe m, being lower than the partition P, the water in M will of necessity be lower than in N. And as the water in M is cooled only by the overflow from N, the supply of cool water 4is not sufficient to counteract the heating effect of the wheel B revolving in itconsequently the water in M is raised in temperature, before it escapes at m, to nearly that of the iniowing air.

After passing through lthe refrigeratingwheels B and C, the air is still further cooled, by coming lin direct contact with the ice, in its course through the ice box D, to air flue E, it then rushes throughy the air passages G and H (seen in Fig-5) up into the car, where it is diffused, making the air comfortable in the hottest weather.

As it is necessary in very hot weather, to cool a much larger amount of air, than is re.'- quired for healthful ventilation, in order to 4keep the ltemperature of the carsl at the proper degree for comfort, the car is provided with a register in the center (seev 'fw in .Fig. 5), communicating with the large box containing the whole apparatus, so that a portion of the air is circulated through the cooler over and over again, while the vitiated airis driven out at the'openings in the top ofthe car at Z, Z.

The machine varies in no essential particular',l in its application to the Ventilating and cooling of onmibuses, stages, and other vehicles', from that. ofrail road cars, a pul- :ley Sn thehub of the wheel, answering to the pulley on the axle of the car.

The ventilation and vcooling of large buildings, requires no change, but the application of a steam engine, or other sufficient power to drive the fan, yzc., smaller buildings and for a limited time, could be cooled and ventilated by the power of a man, and a sick room, or bed with curtains, by a weight, spring, or treadle and pulley.

A train of cars may also be ventilated, and cooled, by placing the apparatus in the baggage, or other car, the air therefrom to be carried through an air tube, in the top of the cars connected between the cars by a flexible tube of cloth, or other suitable ma. `terial, with registers in each car. When the cars are stopped, the apparatus may be 'driven by man power.

The cabins, or any parts of steam boats, or steam ships can be ventilated and cooled by placing the apparatus in any convenient place and providing it with air, tubes conducting the fresh air to the fan, and from the ice box to the place. desired to be cooled or ventilated. In sailing Vessels, the power to drive the fan can be either man power directly, or the wind .acting on sails for the purpose, or a wheel rolling on the surface of the water. A

I do not claim the devices herein described for excluding dust from rail road cars, separately, nor' do I claim the passing' air through an ice reservoir for the purpose ot turn air ue, substantially as described for cooling the same revious to its introduction securing eectual ventilation' and cooling 10 to an apartment, ut

the air in the Ina-nner and for the purposes What I do claim anddesire to secure by herein set forth.

5 LettersPatent isi The arrangement of a fan and one or more refrigerating Wheels or their equivalent With the Water tanks ice reservoir and ree JOB R. BARRY. Witnesses at sgning:' EDWIN A. LEUTZ, GEO. HI EARLE. 

